JP2017061246A - Pulsation damper and fluid pressure braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pulsation damper excellent in assemblability and aspect of cost by virtue of a simple configuration, and a fluid pressure braking device.SOLUTION: Characteristically, a diaphragm part having at least one of first and second metal plates protruded in an axial direction, a joint joining the first and second metal plates together at an outer peripheral edge of the diaphragm part, a base end bent at the outer peripheral edge of the joint, and a rib having its axial height set greater than that of the diaphragm part from the base end and having at least one notch or though-hole are formed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pulsation damper that is provided in a vehicle brake system and reduces pulsation of a fluid chamber.

  This type of pulsation damper and hydraulic braking device are described, for example, in Patent Documents 1 and 2 below.

US2012 / 0012084 US2011 / 0017332

  Conventionally, a pulsation damper having a hollow diaphragm portion formed by two metal plates is disposed in a fluid chamber communicating with a pump, thereby suppressing and reducing such pressure and pulsation by expansion and contraction of the diaphragm portion. It has been known.

  In Patent Document 1, partition members having separate through-holes and pulsation dampers for suppressing buffering between pulsation dampers are alternately arranged, and the assembling property and cost due to an increase in the number of parts are disclosed. There was a need for further improvements.

  Further, Patent Document 2 discloses a pulsation damper in which a tip portion of a bowl-shaped metal plate is welded, and a plurality of the pulsation dampers are used in an overlapping manner. In Patent Document 2, the bowl-shaped opening and the bowl-shaped bottom are in close contact with each other, and there is a possibility that the flow of fluid between the pulsation dampers and the external area is restricted. In addition, since the tips of the bowl-shaped metal plates are welded, it is difficult to form notches or through holes in the ribs.

  An object of this invention is to provide the pulsation damper and hydraulic braking device which were excellent in the assembly | attachment property and cost surface by simple structure in view of the said point.

  The pulsation damper according to the embodiment of the present invention includes, for example, a diaphragm portion in which at least one of the first metal plate and the second metal plate is raised in the axial direction, and the first, A joining portion joining the second metal plates, a base end portion bent at an outer periphery of the joining portion, and an axial height higher than the axial height of the diaphragm portion from the base end portion, and at least A rib having one notch or through hole is formed.

1 is a system configuration of a hydraulic braking device of the present invention. It is a perspective sectional view showing a 1st embodiment of a pulsation damper of the present invention. It is a cross-sectional view showing a first embodiment of the pulsation damper of the present invention. It is a perspective sectional view showing a 2nd embodiment of a pulsation damper of the present invention. It is a cross-sectional view which shows 2nd Embodiment of the pulsation damper of this invention. It is a perspective sectional view showing a 3rd embodiment of a pulsation damper of the present invention. It is a cross-sectional view which shows 3rd Embodiment of the pulsation damper of this invention. It is a perspective sectional view showing the lamination state of the pulsation damper of the present invention. It is a cross-sectional view which shows the lamination | stacking state of the pulsation damper of this invention.

  Hereinafter, the present invention will be described in detail by way of embodiments, but the present invention is not limited by the following embodiments unless it exceeds the gist of the present invention.

  As shown in FIG. 1, the damper 7 of this embodiment is incorporated in an actuator 5 (corresponding to a “hydraulic pressure control device”). The entire brake device including the actuator 5 will be briefly described. The cylinder mechanism 23 includes a master cylinder (M / C) 230, master pistons 231 and 232, and a master reservoir 233. The master pistons 231 and 232 are slidably disposed in the master cylinder 230. The master pistons 231 and 232 partition the master cylinder 230 into a first master chamber 230a and a second master chamber 230b. The master reservoir 233 is a reservoir tank having a conduit communicating with the first master chamber 230a and the second master chamber 230b. The master reservoir 233 and the master chambers 230a and 230b are communicated / blocked by the movement of the master pistons 231 and 232.

  The wheel cylinder 24 is disposed on the wheel RL (left rear wheel). The wheel cylinder 25 is disposed on the wheel RR (right rear wheel). The wheel cylinder 26 is disposed on the wheel FL (left front wheel). The wheel cylinder 27 is disposed on the wheel FR (right front wheel). The master cylinder 230 and the wheel cylinders 24 to 27 are connected via the actuator 5. The wheel cylinders 24 to 27 apply braking force to the wheels RL to FR.

  Thus, when the driver steps on the brake operation member 21, the boosting force is boosted by the booster 22, and the master pistons 231 and 232 in the master cylinder 230 are pressed. Thereby, the same master cylinder pressure (hereinafter referred to as master pressure) is generated in the first master chamber 230a and the second master chamber 230b. The master pressure is transmitted to the wheel cylinders 24 to 27 via the actuator 5.

  The actuator 5 is a device that controls the hydraulic pressure (hereinafter referred to as wheel pressure) of the wheel cylinders 24 to 27 in accordance with an instruction from the brake ECU 6. Specifically, as shown in FIG. 1, the actuator 5 includes a hydraulic circuit 50, a check valve 1, a damper chamber 7, and a motor 8. The hydraulic circuit 50 includes a first piping system 50a and a second piping system 50b. The first piping system 50a is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels RL and RR. The second piping system 50b is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels FL and FR. Since the basic configurations of the first piping system 50a and the second piping system 50b are the same, the first piping system 50a will be described below, and the description of the second piping system 50b will be omitted.

  The first piping system 50a includes a main pipe line (corresponding to “first flow path”) A, a differential pressure control valve (corresponding to “electromagnetic valve”) 51, pressure increasing valves 52 and 53, and a pressure reducing pipe line B. The pressure reducing valves 54 and 55, the pressure regulating reservoir 56, the reflux line C, the pump 57, and the auxiliary line D are provided.

  The main pipeline A is a pipeline connecting the master cylinder 230 and the wheel cylinders 24 and 25. The differential pressure control valve 51 is a valve that is provided in the main pipeline A and controls the main pipeline A to a communication state and a differential pressure state. Specifically, the differential pressure control valve 51 is provided in the main pipeline A connecting the master cylinder 230 and the wheel cylinders 24 and 25, and the hydraulic pressure in the portion of the main pipeline A on the master cylinder 230 side and the main pipeline A This is an electromagnetic valve configured to be able to control the differential pressure from the hydraulic pressure of the wheel cylinders 24 and 25 side. The differential pressure control valve 51 controls the differential pressure between the master cylinder 230 side that is the upstream side of the differential pressure control valve 51 and the wheel cylinders 24 and 25 side that is the downstream side of the differential pressure control valve 51. The differential pressure control valve 51 is in a communication state in a non-energized state, and is controlled in a communication state in normal brake control excluding automatic braking and skid prevention control. The differential pressure control valve 51 is set so that the differential pressure on both sides increases as the applied control current increases.

  When the differential pressure control valve 51 is in the differential pressure state, when the hydraulic pressure on the wheel cylinders 24 and 25 side is higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure, the master cylinder 230 from the wheel cylinders 24 and 25 side. Brake fluid (fluid) flow to the side is allowed. The predetermined pressure is determined by the differential pressure set by the control current. For this reason, when the differential pressure control valve 51 is in a differential pressure state, both sides of the main pipeline A are maintained in a state where the hydraulic pressure on the wheel cylinders 24 and 25 side does not become higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure or more. The In other words, the differential pressure control valve 51 can realize a desired differential pressure state on both sides of the main pipeline A. For the differential pressure control valve 51, a check valve 51a is provided. The main pipeline A is branched into two pipelines A1 and A2 on the downstream side of the differential pressure control valve 51 so as to correspond to the wheel cylinders 24 and 25.

  The pressure increasing valves 52 and 53 are electromagnetic valves that are opened and closed in accordance with an instruction from the brake ECU 6, and are normally opened valves that are opened (communicated) when not energized. The pressure increasing valve 52 is disposed in the line A1, and the pressure increasing valve 53 is disposed in the line A2. The pressure reducing line B connects between the pressure increasing valve 52 and the wheel cylinder 24 in the line A1 and the pressure adjusting reservoir 56, and connects between the pressure increasing valve 53 and the wheel cylinder 25 in the line A2 and the pressure adjusting reservoir 56. It is a pipeline to do. The pressure-increasing valves 52 and 53 are energized mainly during the pressure-reducing control to be closed, and shut off the master cylinder 230 and the wheel cylinders 24 and 25.

  The pressure reducing valves 54 and 55 are electromagnetic valves that are opened and closed in accordance with an instruction from the brake ECU 6, and are normally closed valves that are closed (shut off) when not energized. The pressure reducing valve 54 is disposed in the pressure reducing line B on the wheel cylinder 24 side. The pressure reducing valve 55 is disposed in the pressure reducing pipe B on the wheel cylinder 25 side. The pressure reducing valves 54 and 55 are energized mainly during the pressure reducing control and are opened, and the wheel cylinders 24 and 25 and the pressure regulating reservoir 56 are communicated with each other through the pressure reducing pipe B. The pressure regulation reservoir 56 is a reservoir having a cylinder, a piston, and an urging member.

The reflux line C is a line that connects the pressure reducing line B (or the pressure regulating reservoir 56) and a portion of the main line A between the differential pressure control valve 51 and the pressure increasing valves 52 and 53. The pump 57 is provided in the reflux line C. The pump 57 is a self-priming pump driven by the motor 8. The pump 57 causes the brake fluid to flow from the pressure regulating reservoir 56 to the master cylinder 230 side or the wheel cylinders 24 and 25 side through the reflux line C. The motor 8 is energized and driven via a relay (not shown) according to an instruction from the brake ECU 6. The motor 8 can be said to be pump driving means.

  The auxiliary pipeline D is a pipeline that connects the pressure regulating reservoir 56 and the upstream side (or the master cylinder 230) of the main pipeline A relative to the differential pressure control valve 51. When the pump 57 is driven, the brake fluid in the master cylinder 230 flows downstream from the differential pressure control valve 51 in the main pipeline A via the auxiliary pipeline D, the pressure regulating reservoir 56, and the like, that is, the differential pressure control valve 51 and the wheel cylinder. It is discharged to the part between 24 and 25. As a result, the wheel pressure is increased during vehicle motion control such as automatic braking and skid prevention control. The actuator 5 of the present embodiment functions as a skid prevention device (ESC) under the control of the brake ECU 6. The brake ECU 6 is an electronic control unit that includes a CPU, a memory, and the like.

  The damper chamber 7 is disposed in the discharge port side of the pump 57 in the return pipe C, that is, the discharge side passage (corresponding to the “second flow path”) C1 of the return pipe C. The discharge side passage C <b> 1 is a portion of the reflux line C connecting the discharge port of the pump 57 and the main line A (a portion between the differential pressure control valve 51 and the pressure increasing valves 52 and 53). The damper chamber 7 is a device that absorbs the discharge pulsation (fluid pressure fluctuation on the high pressure side) of the pump 57.

  The check valve 1 is disposed between the damper chamber 7 and the main pipeline A in the discharge side passage C1. In other words, the check valve 1 is disposed on the differential pressure control valve 51 side of the damper chamber 7 (opposite side of the pump 57). The check valve 1 prohibits inflow of brake fluid from the differential pressure control valve 51 side to the pump 57 side and permits inflow of brake fluid from the pump 57 side to the differential pressure control valve 51 side in the discharge side passage C1. It is a valve mechanism. Further, the check valve 1 may have a switching orifice function for switching the permitted inflow amount of brake fluid from the pump 57 side to the differential pressure control valve 51 side between a small flow rate and a large flow rate according to the pressure.

  One or more pulsation dampers 70 are disposed in the damper chamber 7. The pulsation damper 70 includes a first metal plate 70a and a second metal plate 70b as shown in FIGS. Both the first metal plate 70a and the second metal plate 70b have a diaphragm portion 73 raised in the axial direction at the center thereof. Further, the first metal plate 70a and the second metal plate 70b are made liquid-tight by sealing the diaphragm portion 73 by, for example, laser welding or the like at the outer peripheral joint portion 74 in the same radial direction as the diaphragm portion 73. So that it is welded. Further, the base end portion 75 of the outer peripheral edge of the joint portion 74 is bent at a substantially right angle in the axial direction (the same direction as the protruding direction of the diaphragm portion 73), and a rib 76 extending from the base end portion 75 is formed. The rib 76 is set so that the axial length of the rib 76 with respect to the base end portion 75 is longer than the length of the diaphragm portion 73 with respect to the base end portion 75, and the through-hole penetrating the metal plate 78 is formed. Further, as shown in the figure, it is desirable that the first metal plate 70a and the second metal plate 70b have the same diameter and the same shape.

  Further, as shown in FIGS. 8 and 9, the pulsation damper 70 may be used in a stacked state. In the laminated state, at least the ribs 76 of each pulsation damper may be in a shape that can support each other, but preferably have the same diameter.

  According to the pulsation damper 70 having the above-described configuration, when the pulsation damper 70 is disposed in the damper chamber 7, the axial height of the rib 76 is higher than the axial height of the diaphragm portion 73. There is no direct contact with the bottom surface of the damper chamber 7. Further, by providing the through hole 78 in the rib 76, even if an external member is in close contact with the end of the rib 76, the region surrounded by the diaphragm portion 73, the joint portion 74, and the rib 76 passes through the through hole 78. Since it always communicates with the outside, the flow of fluid is not restricted.

Furthermore, since the above-described configuration can be achieved by using only a metal plate, the manufacturing becomes easy and the manufacturing cost can be reduced. Further, by making the first metal plate 70a and the second metal plate 70b the same shape, it is not necessary to worry about the direction during the assembly, so that the assembly efficiency can be improved.

  A pulsation damper 70 according to a second embodiment of the present invention is shown in FIGS. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.

  In the pulsation damper 70 of the second embodiment, the first metal plate 70 a has a flat plate portion 79. The flat plate portion 79 has a flat flat plate shape with no metal plate raised. Moreover, it is good also as the semicircle-shaped notch 77 instead of the through-hole 78 which penetrates a metal plate.

  A pulsation damper 70 according to a third embodiment of the present invention is shown in FIGS. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st, 2 embodiment, and description is abbreviate | omitted.

  In the pulsation damper 70 of the third embodiment, the first metal plate 70a has a diameter smaller than the diameter of the circle of the base end portion 75 and is welded to the second metal plate 70b. The first metal plate 70 a has a flat plate portion 79. The flat plate portion 79 has a flat flat plate shape with no metal plate raised. In other words, the first metal plate 70a is formed of a flat and disc-shaped metal plate. As long as the diaphragm portion 73 is sealed and liquid-tight, the welded portion may be anywhere as long as the first and second metal plates are in contact with each other, but the periphery of the first metal plate 70a is welded. It is desirable to do.

  According to the pulsation damper 70 having the above-described configuration, when a plurality of pulsation dampers 70 are stacked, the tip of the rib 76 of the first pulsation damper contacts the base end portion 75 of the second pulsation damper. Since it becomes a structure, the axial direction length at the time of laminating | stacking can be shortened. If the shortening effect is not taken into consideration, the diameter of the second metal plate 70b may be equal to or larger than the diameter of the circle of the base end portion 75 of the first metal plate 70a.

  The pulsation damper of the present invention can be applied to a pump such as a gasoline engine or a diesel engine as long as the pump device has a fluid chamber in which pressure pulsation can occur. You may arrange in.

  In the pulsation damper of the present invention, the number of pulsation dampers may be adjusted according to the required pulsation reduction effect, or pulsation dampers having different shapes may be used in combination.

  Note that the pulsation damper of the present invention has a structure in which the rib is bent at a substantially right angle, but the rib has an axial length with respect to the base end as a base end. As long as it is set so as to be longer than the length of the diaphragm portion with reference to, for example, it may have a shape extending from the base end portion in a direction inclined from the axis of the pulsation damper.

  It should be noted that welding means such as laser welding is desirable for joining the joint portions of the pulsation damper of the present invention, but the joining means may be changed as needed as long as the diaphragm portion can be made liquid-tight.

  Note that the joint portion of the pulsation damper of the present invention may be provided anywhere on the portion where the first metal plate and the second metal plate are in contact with each other as long as the diaphragm portion is sealed and liquid-tight. It is desirable to provide at the periphery of the metal plate. For example, when the first metal plate and the second metal plate have the same radial size as in the embodiment shown in FIGS. 2 to 5 and have base ends and ribs, the base of each metal plate It is desirable to join at the portion where both metal plates abut near the end.

  As mentioned above, although embodiment of this invention was illustrated, the said embodiment is an example to the last, Comprising: It is not intending limiting the range of invention. The above embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the spirit of the invention. In addition, the specifications (structure, type, direction, shape, size, length, width, thickness, height, number, arrangement, position, material, etc.) of each configuration, shape, etc. are appropriately changed. Can be implemented. In addition, the configuration can be partially exchanged between a plurality of embodiments.

230: Master cylinder, 24-27: Wheel cylinder, 5: Actuator (hydraulic pressure control device), A: Main pipe (first flow path), C1: Discharge side passage (second flow path), 7: Damper chamber, 70 : Pulsation damper, 70a: 1st metal plate, 70b: 2nd metal plate, 73: Diaphragm part, 74: Joining part, 75: Base end part, 76: Rib, 77: Notch, 78: Through-hole 8: Pump,

Claims (4)

A diaphragm portion in which at least one of the first metal plate and the second metal plate is raised in the axial direction;
A joined portion obtained by joining the first and second metal plates at the outer peripheral edge of the diaphragm portion;
A base end portion that is bent at an outer peripheral edge of the joint portion;
A pulsation damper, characterized in that a rib having at least one notch or a through hole is formed with an axial height higher than an axial height of the diaphragm portion from the base end portion.
The first metal plate has the diaphragm part,
The pulsation damper according to claim 1, wherein the second metal plate has a flat plate shape.
A fluid chamber;
A pump for supplying fluid to the fluid chamber;
A housing that houses the pump and the fluid chamber;
The hydraulic braking device according to claim 1, wherein the pulsation damper is disposed in the fluid chamber.
4. The hydraulic braking device according to claim 3, wherein a plurality of the pulsation dampers are stacked in the fluid chamber.